^5^1^, 


IMAGE  EVALUATION 
TEST  TARGET  (MT-S) 


/ 


/ 


./ 


1.0 


I.I 


«   1^    12.0 


Bi2ilii4l!4 


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'/ 


PhotogFaphic 

Sciences 

Corporatfon 


23  VmST  MAIN  STIHT 

WIISTIt.N.Y.  USM 

(71«)l7a-4S03 


^ 


% 


^ 


CIHM/ICMH 

Microfiche 

Series. 


CIHIVI/iCIVlH 
Collection  de 
microfiches. 


CannMan  Imtttuu  for  HIMorical  MIcroraproductlons  /  InatMut  canailian  d*  microrapfoductlom  hlnoftquaa 


'^ 


TMhnlc«l  Mi4  BIbllograpMe  NotM/NotM  tMhniquw  •!  MMioflrapliiquM 


Th*  InttKut*  hM  attsmptMl  to  obtain  tho  boat 
orlflinal  eofiy  avaHaMa  for  fHming.  Foaturaa  of  thia 
eopv  wrtiich  may  ba  MbHoorapMeaNy  unlqua. 
which  may  altar  any  of  tha  Imagaa  in  tha 
raproduetion.  or  «vhleh  may  slgnifleantly  changa 
tha  uaual  mathod  of  filming,  ara  chackad  balow. 


0 


n 


n 


D 


Colourad  eovars/ 
Couvartura  <la  ooulaur 


r~~1   Covars  damagad/ 


Couvartura  andommagAa 


□   Covara  rattorad  and/or  laminatad/ 
Couvartura  raataurAa  at/ou  paliiculAa 


□  Covar  titia  miasing/ 
La 


titra  da  couvartura  manqua 

Colourad  maps/ 

Cartas  giographiquas  an  coulaur 

Colourad  ink  (i.a.  othar  than  blua  or  black)/ 
Encra  da  coulaur  (i.a.  autra  qua  blaua  ou  noira) 

Colourad  platas  and/or  itiustratlons/ 
Planehas  at/ou  illustrations  an  coulaur 


Bound  with  othar  matarlal/ 
Rail*  avac  d'autras  documents 

Tight  binding  may  causa  shadows  or  distortion 
along  intarior  margin/ 

La  rs  iiura  sarrAa  paut  causar  da  I'ombra  ou  da  la 
distortion  la  long  da  la  marga  intAriaura 

Blank  laavas  addad  during  rastoration  may 
appaar  within  tha  taxt.  Whanavar  possibia,  thasa 
hava  baan  omittad  from  filming/ 
II  sa  paut  qua  cartainas  pagas  blanchas  aJout4as 
lors  d'una  raatauration  apparaissant  dans  la  taxta. 
mais,  lorsqua  cala  Atait  possibia.  cas  pagas  n'ont 
pas  At*  fiimias. 

Additional  comments:/ 
Commantairas  supplAmantairas: 


L'Inatitut  a  microfilm^  lo  maWaur  axamptaka 
quil  lul  a  AtA  pooslMa  da  sa  procurar.  Las  details 
da  eat  aKomplaire  qui  aont  paut-4tra  unlquas  du 
point  da  vua  MbHographkiua.  qui  pauvant  modWiar 
una  Imaga  raproduita,  ou  qui  pouvant  anigar  una 
modification  dans  la  mithoda  normala  da  filmaga 
sont  indiquAs  ci*dassous. 


I — I  Colourad  pagas/ 


D 


Pagas  da  coulaur 

Pagas  damaged/ 
Pagas  andommag4as 

Pages  restored  and/oi 

Pages  restaurAes  at/ou  palliculAes 

Pages  discoloured.  stairT<3d  or  foxw 
Pages  d^coiories.  tacheties  ou  piquias 


□  Pages  damaged/ 
Pagas 

I — I   Pages  restored  and/or  laminated/ 
rjl   Pages  discoloured.  stairT<3d  or  foxed/ 


□   Pages  detached/ 
Pages  d*tach«es 

0   8howthrough/ 
Transparence 

I     I   Quality  of  print  varies/ 


QualitA  inAgnla  do  I'impression 

Includes  supplementary  material/ 
Comprend  du  metAriei  suppMmentaire 

Only  edition  available/ 
Seule  Mition  disponible 


Pagas  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc..  hava  been  ref limed  to 
ensure  the  liest  possible  image/ 
Les  pages  totalement  ou  partialiement 
obscurcies  par  un  feuiilet  d'errata.  una  pelure. 
etc..  ont  4tA  filmAes  i  nouveau  da  fapon  A 
obtenir  la  meilleure  image  possible. 


Thi 
toi 


TN 
poa 
ofl 
flin 


Orii 

bOf 

the 
sloi 
oth 
firs 
sioi 
or  I 


Thi 
shs 
TIW 
wh 

Ma 
difl 

^ 
rid 
re« 
me 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  film*  au  taux  da  rMuction  indiqu*  ci-dassous 

10X                          14X                          ItX                          22X 

2ex 

30X 

y 

12X 


16X 


aox 


MX 


2SX 


32X 


Tim  copy  fNiiMd  imno  Imm  mmi  raproduood  uisiihi 
to  tho  gonoroohy  of: 

Library  of  tho  Public 
Archives  of  C«fM<l« 


L'oKompMfo  fNfnA  ffut  roptodun  9^100  A  !■ 
94n4rooltA  do: 

La  MbNothAquo  doa  Archivoa 
publlquaa  du  Canada 


Tho  Imagoa  appoaring  hora  aro  tho  boat  quality 
poaalMa  conaMorlnf  tho  condition  and  lagiblllty 
of  tho  original  copy  and  In  kaaplng  with  tho 
filming  contract  specifications. 


Las  bnagaa  suhrantaa  ont  4td  raprochihos  avoe  lo 
plus  grmd  sdn.  compto  tonu  do  lo  condition  ot 
do  la  nattotA  do  I'oxomplolro  fllmA,  ot  on 
conf  ormlti  avoc  los  conditions  du  contrst  do 
fHmago. 


Original  coploa  In  printad  papar  covors  aro  fHmod 
beginning  wHh  tho  front  covor  and  ending  on 
the  last  page  %vlth  a  printad  or  Illustrated  Improo- 
sion,  or  the  bock  cover  when  appropriate.  AH 
other  original  coplee  aro  filmed  beginning  on  tho 
first  pege  with  a  printed  or  Illustrated  impres- 
sion, and  ending  on  tho  last  page  with  a  printed 
or  iiiustratsd  impression. 


Las  OKomplaires  orlglnaux  dont  la  couverture  en 
papier  eet  imprlm4e  sent  fHmte  en  common^ant 
par  lo  premier  plat  at  en  terminent  soH  per  la 
demMre  page  qui  comporte  une  emprelnte 
d'Impresslon  ou  d'lNustratlon,  soit  par  lo  second 
plot,  sslon  ie  cas.  Tous  lee  autres  exemplaires 
orlglnaux  sent  fllm4s  en  common^ant  par  la 
promlAro  page  qui  comporte  une  emprelnte 
d'impreeslon  ou  d'illustratlon  et  en  terminent  par 
la  denMre  pege  qui  comporte  une  teNe 
emprelnte. 


The  last  rscorded  frame  on  each  microfiche 
shell  contain  the  symbol  -^^  (meaning  "CON- 
TINUED"), or  the  symbol  ▼  (meaning  "END"), 
whichever  applies. 


Un  das  symbdss  suivants  apparattra  sur  la 
demMre  Imege  do  cheque  microfiche,  selon  ie 
cas:  ie  symbole  <-^-  signifie  "A  8UIVRE",  lo 
symbole  ▼  signifie  "FIN". 


IMaps.  plates,  charts,  etc.,  mey  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  ere  filmed 
beginning  in  the  upper  left  bond  comer,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Los  certes,  planches,  tabieeux,  etc.,  peuvent  Atre 
filmte  i  des  ttux  do  rAduction  diff Arents. 
Lorsque  ie  document  est  trop  grand  pour  Atre 
reproduit  en  un  soul  ciichA,  11  est  fllmA  A  pertir 
do  I'engio  supArleur  gauche,  do  geuche  A  drolte. 
ot  do  heut  en  bos,  en  prenant  ie  nombre 
d'images  nAcesseire.  Los  diegrammes  suivants 
iliustrsnt  la  mAthode. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

\'^'  ^j'i^^"^-'^ 


ir? 


CIRCULAR 


TO 


THW 


CITIZENS    OF    BUFFALO, 


OK   THR   rROPOSBn 


NIAGARA  RIVER  TUNNEL 


W 


WILLIAM  WALLACE,  ENGINEER. 


BUFFALO: 
STEAM  PRESS  OF  THOMAS  4  LATHROl'S. 

^-■.^:i..r-'^-Cj:-  18  55.         vV.  .^.^w';-- 


ter-miiri 


^mmsmammmm 


m' 


CIRCULAR 


TO  TBI 


CITIZENS    OF    BUFFALO. 


OH  TBI  FBOPOSIO 


NIAGARA  RIVER  TUNNEL 


IT 


WniUM  WALLACE,  ENGINEER. 


BUFFALO: 

STEAM  PRESS  OF  THOMAS  A  LATHROPS. 

18  56. 


■^.; 


CI) 


I 


Cunnel  mkx  t\t  Uiagara  |likr. 


-»»»■ 


■^ 


Citizens  of  Buffalo: 

Conflicting  interests  surround  you  on  every  side,  and  powerful  combina- 
tions have  already  diverted  a  large  share  of  the  traffic  into  other  channels, 
which,  with  proper  facilities,  would  pass  through,  and  benefit  your  city. 

The  favorable  geographical  position  of  Bufialo,  on  which  so  much  depend- 
ence is  placed,  has  failed  to  save  her,  and  her  only  salvation  now  depends 
upon  the  public  spirit  and  enterprise  of  her  citizens,  and  their  determination 
to  aid  in  starting  and  carrying  out  the  scheme  proposed,  to  make  a  fixed  and 
permanent  connection  with  Canada,  and  by  that  means  form  a  link  in  the 
chain  which  will  make  a  continuous  unbroken  lino  of  railway  from  New 
York  to  Chicago,  and  the  great  country  west,  by  the  north  as  well  as  th'», 
south  shore  of  Lake  Erie.  What  Bufialo  has  lost,  cannot  be  regained  ii'i 
this  project  becomes  a  reality.  Hence  the  necessity  of  immediate  action. 
That  the  work  must  be  done  is  a  settled  question,  and  it  is  quite  gratifying 
to  me  to  see  so  much  interest  evinced  on  the  subject,  by  the  citizens  gene- 
rally, and  the  press. 

The  rising  empires  west  will  call  more  and  more  for  increased  facilities 
for  transportation  to  New  York  and  Boston,  and  as  Bufialo,  already  a  largo 
commercial  city,  situated  at  the  foot  of  the  grtat  chain  of  lakes,  with  a  pop- 
ulation of  over  "75,000,  and  real  estate  assessed  to  the  amount  of  30,000,000 
of  dollars,  is  on  the  direct  route,  it  is  only  necessary  to  carry  out  this  plan, 
to  insure  her  a  more  rapid  growth,  and  entitle  her  still  to  the  appropriate 
and  dignified  name  of  Queen  City. 


Tho  following  U  a  copy  of  a  letter  addressed  to  His  Honor  the  Mayor,  the 
Mayor's  communication  to  tho  Common  Council,  and  tho  estimated  cost  of 
the  work : — 

BvppALO.  Oct.  5,  1855. 

DxAK  Sir: — In  March,  1852,  I  published  a  report  showing  tho  impor- 
tance and  feasibility  of  a  tunnel  under  tho  Niagara  river,  the  benefit  Bui^'alo 
would  derive  by  having  a  fixed  connection  with  Canada,  &c.  I  also  stated 
that  this  might  be  considered  a  work  of  some  magnitude ;  but  that  in  accord- 
ance with  tho  spirit  of  the  times,  it  must  bo  done.  I  soon  found,  however, 
that  tho  project  was  thon  looked  upon  as  visionary,  and  I  concluded  not  to 
press  tho  subject,  but  wait  till  *'  futuro  events  "  should  demonstrate  more 
clearly  the  necessity  of  the  work. 

That  tho  project  is  entirely  feasible  is  a  settled  question,  and  you  will  see, 
by  tho  accompanying  estimate,  that  tho  amount  of  capital  required  is  com- 
paratively small. 

The  map  and  profile  will,  I  have  no  doubt,  enable  you  to  lay  tho  whole 
subject  clearly  before  the  Common  Council ;  and  I  hope  they  will  not  fail  to 
pass  a  resolution  to  adopt  tho  plan,  and  take  steps  to  procure  a  charter. 

Great  projects  are  in  contemplation  and  in  progress  in  different  parts  of 
the  world,  but  I  know  of  no  work  of  the  same  magnitude  that  is  more  nec- 
easary  than  this,  or  that  can  be  accomplished  with  greater  facility. 

Engineers  are  now  engaged  estimating  the  cost  of  a  tunnel  under  the 
channel  botween  England  and  France,  a  distance  of  18^  miles;  but  I  trust 
before  one  mile  of  this  bold  scheme  is  constructed,  thousands  of  visitors 
from  every  clime  will  stand  on  the  banks  of  the  Niagara,  and  gaze  with 
wonder  and  delight  at  tho  trains  as  they  enter  the  tunnel,  and  watch  with 
eager  expectation  to  catch  the  first  view  as  they  ascend  from  their  subterra- 
nean passage  on  the  opposite  side. 

Most  respectfully, 

Your  obedient  servant, 

•^ILLUM  WALLACE. 


To  the  Honoralle  the  Common  Council  of  (7ie  city  of  Buffalo. 

Gkntlkmen  : — Tho  importance  to  our  citj  of  opening  a  convenient  meana 
of  communication  with  Canada,  haa  been  felt  bj  buaiuesa  men  and  citizenn 
generally,  and  has  been  to  rae  the  subject  of  much  reflection.  To  secure 
tho  trade  of  tho  western  states  and  the  western  part  of  Canada,  as  well  aa 
the  travel  from  tho  west,  and  to  protect  ourselves  againsi  itn  divorsion 
through  tho  channels  already  opened  near  Niagara  Falls,  and  contoni])latcd 
by  means  of  a  canal  from  Lake  Simcoe  to  Lake  Ontario,  should  bo  the  desire 
of  all  who  feel  an  interest  in  tho  growth  and  future  commercial  iuiportanco 
of  Buffalo. 

We  have  already  incurred  a  debt  of  ll  50,000  for  this  purpose.  Although 
we  have  felt  the  benefits  of  this  communication  with  Canada,  thoy  will  not 
be  fully  realized  until  the  Buffalo  and  Brantfurd  road  shall  be  completed  to 
Godcrich,  and  until  the  trains  of  cars  running  on  that  road  can  enter  a  depot 
in  this  city.  Tho  Great  Western  Railway,  having  the  advantage  of  a  viaduct 
over  tho  Niagara  river,  must  and  will  continue  to  take  western  freight  by  that 
route,  until  we  shall  bo  enabled,  by  means  of  like  facilities,  to  pass  this 
stream  and  reach  this  city  from  a  point  o[)posite  Detroit,  without  re-ship- 
ment of  freight.  When  this  is  accomplished,  tho  Buffalo,  Corning  and 
New  York  railroad,  the  Buffalo  and  New  York  City,  in  connection  with  the 
New  York  and  Erie  Road,  will  furnish  means  for  the*  transportation  of  all  the 
western  produce  destined  for  the  New  York  market;  while  tho  New  York 
Central  road  will  find  its  interest  best  promoted  by  the  transportation  of 
produce  for  the  Boston  market  by  the  way  of  Albany  by  this  route  through 
Buffalo.  This,  too,  will  be  the  most  expeditious  route  for  the  transportation 
of  merchandise  from  the  east  to  the  west. 

That  this  communication  can  bo  made  by  a  tunnel  under  the  river,  must 
be  admitted  to  be  unquestionable.  A  j  'i*n  of  such  a  work  has  been  prepared 
by  William  Wallace,  Engineer,  which  is  herewith  submitted  for  your  exami- 
nation, together  with  an  estimate  of  the  expense  of  the  work. 

It  is  not  proposed  or  expected  that  tho  city  will  incur  any  pecuniary 
liability  in  the  construction  of  this  work. 

I  entertain  no  doubt  whatever  that  a  company  will  be  readily  organized 
that  will  subscribe  for,  and  take  all  the  stock  necessary,  and  press  the  work 
to  an  early  completion;  and  therefore  feel  justified  in  saying  that,  in  my 
judgment,  so  great  will  be  the  demand  for  this  stock,  that  there  is  no  prob- 
ability of  any  demand  upon  the  city  to  take  any  part  of  it. 


f 


My  ohjo.'t  in  bringing  tliis  subjoct  to  your  attontion  is,  that  yon  will  give 
it  tbo  rohf^iilcratiun  its  importance  dotnands,  and  unite  with  citizens  in  pro- 
curinfj  the  chartor  of  a  company  and  the  right  of  way  for  such  lands  as  may 
be  required  to  carry  out  this  onteqirise. 

If  you  shall  concur  in  the  views  1  have  jiresented,  I  shall  bo  happy  to 
co-operate  with  you  in  all  acts  deemed  expedient  for  the  accomplishraeut  of 

this  great  work. 

ELI  COOK,  Mayor. 
Mayor's  OKFirr,  IUtkaio, 
Oct.  15,  I85r.. 


ESTIMATE. 


TUNNEL  TINDER  NIAGARA  RIVER,  4100  FEET  IN  LENGTH. 

7C,7S2  C.  Y.  Rock  Excavntion  in  Tunnfl,  @  $.1  50 $268,737  00 

10,394.000  »rick,  (,l  ^H  00  per  thousand,  in  WrII, 82.9B1  00 

Stationary  Eii^int-s  and  I'umps,  including  all  Working  Ex- 

pcnBt'B  forSJ.C  veara 78,495  00 

8,000  fcnt  of  Veutllation  Pipe  of  pine  board,  dt,  |20  00  ^ 

thousand,  H.  M., 640  00 

Entrance  Arches  of  Tunnel,  of  cut  stone,  (ji)  .f-WO  00  each,  1.000  00 

For  Engineering  and  Contingencies,  10  p  ceut., 43.185  00 

Total, ; $475,041  00 

THOROUGH  CUT. 

98,996  C.T.  Rock  Excavation,®  $1  50 $148,494  00 

94,629  0.  Y.  Earth  Excavation,  @  $0  20 18,925  00 

For  Engineering nud  Contiugeucies,  10  ^cent., 16,472  00 

$183,891  00 

Total, •. $658,932  00 

TUNNEL  UNDER  PART  OF  CITY,  1400  FEET  IN  LENGTH. 

22.437  C.  Y.  Earth  Excaration  in  Tunnel,  @  $0  25, $  5,609  25 

32,6.'>5  V.  Y.  Earth  Excavation  in  Cuts,  @  1 0  20, 6,53 1  00 

4,384,000  Brick  in  Tunmd,  («)  $8  00,  in  Wall 35.072  00 

603,000  Brick  in  Thorough  Cuts 4,221  00 

24,762  C.  Ft.  of  Coping  Stone.  @  $1  00  ^Pfoot, 24,762  00 

5,080  feet  of  Iron  Railing,  @  $1  92  |(?foot, 9,753  00 

For  Engineering  and  Contingencies, 8,595  00 

Total, $  94,543  85 

Three  miles  of  Railway, 100,000  00 

Total  Amount, $853,475  00 


Sinco  submitting  the  above  OHtitnate,  and  a  Plan  aiul  Profile  of  the  wurk, 
to  the  Mayor,  tho  Plan  ami  Protilo  have  been  roluioj  to  a  sniull  scale, 
which,  together  with  a  Map  shuwing  tho  lines  of  Ilailway  Ix-twcon  Now 
York  and  Chicago,  in  connection  with  the  lines  through  Canada,  m-oompanj 
this,  and  which,  I  have  no  doubt,  will  convey  to  your  minds  a  correct  idea 
of  tho  whole  scheme,  and  its  great  importance  and  neccHsity. 

A  description  of  the  proposed  connecting  link  is  unnecessary,  as  you  will  see 
it  distinctly  shown  on  the  Map  by  the  red  line.  The  Niagara  tunnel  will  bo  of 
suflScient  width  for  a  single  track  Railway  and  tho  free  passage  of  carriages. 
Its  position  is  also  distinctly  marked  out  on  tho  Plan,  and  you  will  see  by 
tho  Profile  that  tho  descent  from  both  sides  to  tho  level  grade  near  tho 
centre  is  only  76  feet  per  mile,  which,  for  so  short  a  distance,  is  compara- 
tively light.  On  tho  Western  Railway,  from  Albany  to  Boston,  there  is 
one  grade  of  80  feet  per  mile,  for  a  distance  of  12  miles,  and  there  are  still 
heavier  gnidos  on  other  lines. 

To  enable  you  to  draw  a  comparison  between  tho  magnitude  of  this  and 
other  works  of  a  similar  character,  I  will  hero  state  some  facts,  taken  from 
the  report,  dated  March,  1852,  referred  to  in  my  letter  to  His  Honor  tho 
Mayor : 

"  The  proposed  tunnel  under  the  Niagara  presents  nothing  very  formid- 
able, when  compared  with  the  magnitude  and  proportions  of  other  tunnels 
in  different  parts  of  the  world.  All  the  difficulties  which  formerly  belonged 
to  that  class  of  works,  have  been  fully  overcome,  and  the  practical  experienco 
of  the  present  day  renders  such  a  work  not  only  feasible,  but  in  no  way 
difficult. 

"When  we  enumerate  some  of  the  tunnels  constructed  on  tho  various 
railroad  projects  iu  Europe,  it  may  be  said  few  of  them  pass  under  a  river — 
but  even  examples  of  this  kind  are  not  wanting.  The  Tliames  Tunnel  is, 
of  course,  well  known  to  be  a  work  which  abounded  with  difficulties,  in  every 
way  calculated  to  oppose  all  the  skill  and  energy  of  its  bold  projectors ;  but 
this  work,  with  all  the  obstacles  which  had  to  bo  overcome,  is  now  a  stand- 
ing monument  of  the  age  we  live  in.  On  tho  Lyons  and  St.  Etieno  Rail- 
road, there  are  several  tunnels,  one  of  which  is  over  a  mile  in  Ic.jth,  nnd 
another,  which  passes  under  the  bed  of  a  river,  is  upward  of  half  a  mile 
long.  To  speak  of  tunneling  in  England,  it  would  be  difficult  to  know 
where  to  begin.     The  country,  in  every  direction,  is  pierced  with  them. 

♦♦The  Kilsby  Tunnel,  on  the  London  and  Birmingham  Railway,  is  over  a 
mile  and  a  half  in  length,  and  one  thousand  three  hundred  and  fifty  feet  of 
the  distance  is  through  a  quicksand,  which  required  to  be  pumped  dry.    The 


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pumps  brought  up  two  thousand  gallons  of  water  per  minute,  and  wera 
worked  during  a  period  of  nine  months. 

"  The  Box  Tunnel,  on  the  Great  Western  Railway,  tl  rough  Oolite  Rock, 
is  one  and  three  quarter  miles  in  length. 

*'  There  are  eight  tunnels  on  the  Manchester  and  Leeds  Railway,  in  a  dis- 
tance of  sixty  miles,  one  of  these,  at  the  summit,  being  one  mile  and  five 
eighths  in  length. 

'*  On  the  Liverpool  and  Manchester  Railroad,  there  are  three  tunnels;  one 
of  them  is  six  thousand  six  hundred  feet  long. 

"  On  the  Edinburgh  and  Glasgow,  there  are  five  tunnels  in  the  short  dis- 
tance of  forty-six  miles. 

*'  On  the  London  and  Dover  line,  there  are  several  tunnels.  The  Abboi 
Cliff  Tunnel  is  six  thousand  six  hundred  and  nine  feet  long;  and  between 
Manchester  and  Huddersfield,  there  is  a  tunnel  through  Blackstone  edge, 
three  miles  in  length. 

"  Tunneling  is  no  new  thing  in  this  country,  and  is  becoming  more  and 
more  extensive. 

"The  tunnel,  on  the  Chesapeake  and  Ohio  Canal,  ia  three  thousand  one 
hundred  and  eighteen  feet  long. 

"The  place  selected  for  a  tunnel  under  the  Niagara,  is  the  shortest  crossing 
between  Fort  Erie  and  the  American  side.  The  river  flows  over  a  bed  of 
solid  stratified  rock,  and  is  24  feet  deep  at  the  proposed  site.  These  are 
facts  eminently  favorable  to  the  process  of  tunneling,  avoiding  heavy  expen- 
ses of  deep  excavations  and  heavy  grades  to  and  from  the  tunnel." 

From  the  above  statement  of  facta,  it  will  be  seen  that  other  works  have 
been  executed  of  greater  magnitude  than  this,  and  if  the  friends  of  the  pro- 
ject remain  firm  and  steady  to  their  purpose,  thd  work  can  soon  be  accom- 
plished. 

An  engineer,  in  the  service  of  the  Sardinian  Government,  has  ofiwed  to 
undertake  to  pierce  a  tunnel  through  the  Alps,  6^  miles  in  length,  without 
any  opening  from  above.  Contrast  a  work  like  this  with  the  work  in  quea- 
tion,  and  the  magnitude  of  the  undertaking  appears  to  diminish,  wd  as  the 
future  growth  and  prosperity  of  Buffalo,  I  might  almost  say,  her  rise  or 
downfall,  depends  upon  the  success  of  this  scheme,  all  parties  will,  I  trwt> 
however  divided  on  other  subjects,  be  united  on  this. 

To  unite  Canada  and  the  United  States,  by  means  of  such  a  work,  is  a 
noble  undertaking,  and  will  be  highly  approveu  of  by  all  tha  inteUigent  of 
both  countries. 

To  prevent  lots  or  disappointrntot  to  parties  who  may  beeome  atook- 


holders,  the  work  should  be  put  under  contract  to  responsible  contractors, 
who  will  give  a  sufficient  guarantee  that  it  will  be  done  for  a  fixed  sum. 
This  would  give  confidence  to  the  subscribers,  and  the  stock  would  be  read- 
ily taken. 

Since  submitting  the  estimate  of  the  proposed  work  to  His  Honor  tho 
Mayor,  I  have  heard  some  doubts  expressed  whether  the  estimated  amount 
will  be  sufficient  to  cover  the  entire  cost.  Such  doubts,  however,  I  think, 
can  easily  be  removed,  and  I  will  here  state  that  the  tunnel  of  the  Credo, 
on  the  Lyons  and  Geneva  line  of  Railway,  2^  miles  in  length,  has  been  let 
to  a  company  at  $16.00  per  lineal  foot  less  than  the  estimated  cost  of  tho 
tunnel  proper  under  the  Niagara,  which  is  equal  to  $61,500  on  the  whole 
length  of  the  Niagara  Tunnel. 

The  projected  line  through  Canada,  as  shown  on  the  Map,  now  called  the 
Great  Southern,  was  formerly  known  as  the  Niagara  and  Detroit  Rivera 
Railway.  This  line  was  projected,  a  number  of  yean  9go>  by  prominent 
men  in  Canada,  and  surveyed  by  Elisha  Johnscri,  Esq.,  but  the  charter 
expired.  A  charter,  however,  has  again  been  obtained  for  part  of  the 
distance,  but,  I  believe,  it  is  the  intention  of  its  present  promoters  to  make 
the  eastern  terminus  at  the  Suspension  Bridge.  As  this  is  a  project  in  con- 
nection with  the  tuQuel,  in  which  you  are  all  doeply  interested,  I  herewith 
submit  ihe  following  brief  Report  and  an  estimate  made  during  the  last 
session  of  Parliament,  at  the  request  of  the  Hon.  W.  H.  Merritt. 


REPORT. 


Hon.  W.  H.  Mirritt. 

In  accordance  with  your  instructions  I  have  ascertained  the  distance  from 
Amherstburgh  to  Simcoe,  and  estimated  the  cost  of  that  portion  of  the 
North  Shore  Railway  •which  lays  between  these  two  places.  As  this  con- 
stitutes the  Western  Division  of  the  Niagara  and  Detroit  Rivers  Railway, 
as  contemplated  several  years  ago,  and  as  you  are  already  in  possession  of 
reports  on  the  Eastern  Division,  made  by  myself  and  other  engineers,  I  will 
only  at  present  report  on  this  part  of  the  line,  and,  before  entering  upon  the 
details  of  the  survey,  will  lay  before  your  notice  some  general  observations 
on  the  tract  of  country  which  would  be  benefited  by  a  Railway  on  or  near 
the  lino  surveyed. 

You  are  already  familiar  with  the  position  of  the  entire  line  from  the  Ni- 
agara River  to  the  Detroit  River,  as  originally  contemplated  by  yourself  and 
other  leading  gentlemen  in  the  province,  a  portion  of  which  is  now  occupied 
by  the  Brantford  Railway,  viz.,  that  laying  between  Fort  Erie  and  Dunnvillc. 

In  referring  to  the  reports  above  mentioned,  with  a  view  of  estimating 
tlie  cost  of  construction,  you  will  recollect  that  work  done  at  the  present 
day  will  cost  more  thar^  tho  same  description  of  work  done  at  the  time  said 
reports  were  made. 

Amherstburgh  is  the  western  terminus  of  the  proposed  lino,  and  Gibral- 
ter,  opposite  that  port,  is  the  best  terminus  for  tho  Michigan  Southern  lino 
in  connection  with  it.  Tho  width  of  tho  river  between  Amherstburgh  and 
Gibraltor  is  five  and  a  half  miles,  and  tho  distance  from  Gibralter  to  Mon- 
roe is  ninoteen  miles.  The  average  depth  of  water,  where  a  ferry  boat 
would  cross,  is  seven  feet,  and  tho  greatest  depth  is  ten  feet,  except  tho 
main  channel,  which  is  eighteen  feet.  A  bridge  could  easily  be  built  here, 
at  a  moderate  uxpcuso,  by  driving  piles. 


cl 
t] 


11 


From  Aniherstburgh  to  a  point  di."*  *  about  fifty-five  miles,  the  .-ountry 
is  remarkable  for  the  extraordinary  >  itica  whi^h  it  presont.s  for  tho  con- 
struction of  a  railway.  By  reference  to  tho  map,  it  will  bo  seen  tliat  it  em- 
braces tho  peninsula  lying  between  Lake  St.  Clair,  tho  Detroit  River,  and 
Lake  Erie.  In  this  distance,  there  will,  in  no  case,  bo  more  than  t^n  foot 
excavation,  which  occurs  only  in  one  narrow  ridge.  With  this  exception, 
tho  maximum  cutting  will  not  exceed  five  feet. 

For  a  distance  of  about  seven  rules  from  Amherstburgh,  tho  ground  pre- 
sents a  gently  undulating  surface:  the  soil  a  light  clayey  loam,  with  (X'ca- 
sional  indications  of  gravel.  From  this  point  to  the  east  side  of  the  Tilbury 
Marshes  near  tho  mouth  of  the  Thames,  tho  country  is  almost  entirely  free 
from  undulations,  and,  with  the  exception  of  a  few  clearings,  is  covered  with 
a  heavy  growth  of  forest.  Tho  soil  is  a  clay  of  moderate  tenacity,  based  on 
a  stiff  subsoil,  which  retards  the  absorption  of  the  spring  and  fall  waters, 
which,  as  far  as  could  be  ascertained,  are  sometimes  about  two  feet  deep  on 
tho  level  during  the  freshets.  It  will  bo  necessary  to  raise  the  grade  line 
three  or  four  feet  above  tho  level  of  tho  present  surface,  by  tho  earth  taken 
from  tho  side  ditches,  so  as  to  place  tho  track  above  all  danger  of  being 
overflowed.  These  inundations  will  almost  entirely  cease  when  tho  country 
ia  cleared,  as  tho  settlers  would  have  to  construct  drains  to  take  oft'  tho  sur- 
face water.  The  removal  of  the  forest  growth  would  also,  by  preventing 
large  accumulations  of  snow  during  winter,  and  by  allowing  rapid  evajK>ra- 
tion  at  other  seasons,  further  tend  to  tho  same  results. 

It  is  seldom  that  a  growth  of  timber  of  such  size  and  of  so  valuable  vari- 
eties is  mot.  Tho  white  and  red  oak  grow  hero  in  great  abundance,  and  of 
uncommon  size ;  as  also  the  black  walnut,  tulip  tree  or  white-wood,  button- 
wood,  white  ash,  chesnut,  hickory,  elm,  and  other  varieties  of  timber. 
Thence,  for  a  distance  of  twenty -five  miles,  tho  face  of  the  country  presents 
features  dift'ering,  in  some  respects,  from  tho  preceding.  Tho  ground  is 
slightly  undulating,  and  interspersed  with  ash  swamps,  which,  however,  offer 
no  difliculties,  as  tho  bottom  is  perfectly  sound,  tho  stiffness  of  tho  soil 
above  retaining  the  surface  water. 

The  agricultural  character  of  tho  land  is  excellent;  yet,  for  want  of  proper 
channels  of  communication,  it  remains  almost  in  a  stato  of  nature.  A  por- 
tion of  tho  township  of  Oxford,  in  particular,  presents  some  of  tho  finest 
lands  in  Canada  West;  the  timber  is  mostly  beech,  maple,  oak,  chesnut, 
and  white-wood.  Tho  country,  for  the  next  twelve  miles,  is  generally 
swampy,  and  intersected  with  numerous  small  ridges.  Ninety-four  miles 
from  Amherstburgh,  tho  dividing  ridge  between  tho  waters  emptying  into 


iii 


8?  i' 


13 

the  ThamoB  and  thoao  running  southerly  to  Lake  Erie,  is  creased  with  a 
gnulo,  for  about  one  and  three  quarter  nailes,  of  twenty-seven  feet  to  the 
mile.  From  this  last  mentioned  point  to  St.  Thomas,  the  face  of  the  coun- 
try is  broken  by  creeks,  running  to  the  lake. 

St.  Thomas  is  a  flourishing  town,  forming  a  mart  for  the  produce  of  tho 
very  fertile  and  highly  cultivated  country  constituting  the  Talbot  settle- 
ment. Near  this  place,  the  contemplated  line  is  intersected  by  that  of  the 
London  and  Port  Stanley  Road.  Kettle  Creek,  which  passes  through  St. 
Thomas,  allords  numerous  mill  sites,  and  there  can  be  no  doubt  that  wheat, 
flour,  and  other  agricultural  produce,  would  be  transported  in  vast  quantities 
over  the  road  from  this  section  of  the  country.  The  distance  from  St; 
Thomas  to  Simcoe  is  forty-five  miles,  and  the  summit,  between  Lake  St. 
Clair  and  the  Niagara  river,  is  found  about  half  way  between  these  two 
places.  To  surmount  this,  a  grade  of  thirty  feet  to  the  mile  will  be  re- 
quired for  about  a  mile  on  each  side,  which  is  the  heaviest  grade  on  the 
line.  Between  St.  Thomas  and  Simcoe,  three  streams  are  crossed,  the  Cat- 
fish, Otter,  and  Big  Creeks.  The  average  width  of  the  valleys  is  about 
one  thousand  feet  By  a  line  run  more  to  the  northward,  passing  near  Ot- 
tcrvillo,  the  Catfish  would  be  crossed  at  a  point  where  the  banks  are  low, 
and  its  waters  might  be  passed  through  a  six  feet  culvert.  The  Otter  would 
present  banks  of  not  more  than  twe.-^ty  feet  in  height,  and  might  be  crossed 
with  a  common  trestle  bridge.  Big  Creek  would  offer  still  less  difficulties, 
the  l>)inks  being  very  low  and  the  stream  insignificant.  The  estimate,  how- 
ever, is  made  on  the  line  surveyed,  subject  to  the  modification  above  men- 
tioned. 

Having  thiB  given  some  account  of  the  different  portions  of  the  country 
traversed  by  tTae  line,  I  beg,  before  submitting  the  estimate,  to  offer  a  few 
general  remarks  on  the  whole  line  of  country  crossed  by  the  proposed  road. 

In  the  first  place,  there  is  a  largo  extent  of  uncultivated  land,  abounding 
in  resources,  and  awaiting  development.  Secondly.  There  is  a  cultivated 
tract,  second  to  none  in  Canada,  settled  by  men  whose  energies  have  ac- 
complished much  in  overcoming  the  disadvantages  under  which  they  still, 
to  some  extent,  labor. 

Numerous  flourishing  towns  and  villages  are  so  situated  as  to  receive 
great  benefit  from  this  line.  Steam  mills  are  Iteing  everywhere  erected,  and 
the  streams  above  named  abound  in  water  privileges.  In  short,  it  is  impos- 
sible to  p.'ns  over  this  section  of  the  province  without  being  impressed  with 
feelings  of  admiration  at  the  extent  of  its  reeources,  and  of  regret  at  their 
not  being  duly  developed. 


tb  a 
tli« 

COUD- 

)f  tbo 
scttlc- 
of  the 
gh  St. 
wheat, 
iQtities 
om  Sti 
iko  St. 

396   two 

1  bere- 
on  tlio 
Ibo  Cat- 
is  about 
near  Ot- 
i  are  low, 
ter  would 
)o  croBSod 
lifficulties, 
late,  bow- 
bove  mon- 

lie  country 
•ffer  a  few 
wsed  road, 
abounding 
I  cultivated 
!8  bave  ac- 
li  tbcy  Btill, 

}  to  receive 
erected,  and 
,  it  is  impoa- 
nressod  with 
grct  at  their 


18 

Having  now  presented  you  with  the  foregoing  brief  statement  of  ftwtn, 
setting  forth  not  only  the  feasibility  but  importance  of  the  proprsod  rail* 
Wu/,  I  beg,  in  conclusion,  to  subjoin  the  following  table  of  grades  and  esti- 
mate of  costs : 

TABLE  OF  GRADES. 

niLM.  rnn. 

Level, 35  50 

Nearly  level,  leM  than  5  feet  per  mile 2*2  40 

Under  lOfeet 40  10 

From  10  feet  to  15  feet  per  mile, 2fi  70 

"     15      "      20    "          "         12  00 

"     20      "      25    "          "        9  20 

"     25      "      30    "          "        7  50 

From  Detroit  River  to  Simcoe, 154    00 

ESTIMATE  OF  COST. 

Right  of  Way,  including  Depot  Groundfl, ^     75.000  00 

Fencing.  .J 9H,500  00 

Clearing  and  Grubbing 75,000  00 

2.250,000  yards  of  Earth- Work,  (g  15  cents, 337,500  00 

Bridges,  Culverta,  Cattle-Ouarda  and  Road-Crossings, 175,000  00 

Superstructure,  including  6  miles  of  Side-Track, 1,280,000  00 

Ballasting 125,000  00 

Station-Houses,  Workshops  and  Machinery 84,000  00 

Add  10  lucent,  for  Engineering  and  Contingencies, 225,000  00 

Rolling  Stock, 425,000  00 

$2,900,000  00 
The  above  estimate  is  sufficiently  liberal  to  cover  the  entire  cost  of  a  first 
class  railway,  including  rolling  stock,  to  consist  of  twenty  locomotives,  twenty 
first  class  passenger  cars,  one  hundred  freight,  and  a  sufiicient  number  of 
platform,  gravel,  and  hand  cars.  Add  to  this,  say  $600,000  to  build  and 
equip  the  extension  from  Simcoe  to  Dunnville,  and  you  will  see  that 
13,500,000  is  the  capital  required. 

Most  respectfully, 

Your  obedient  servant, 

William  Wallace,  Engineer. 


You  will  see  by  the  map  referred  to,  that  if  the  Great  Southern  and 
Qoderich  lines  were  completed,  that  portion  of  the  distance  from  Dunnvillo 
to  Fort  Erie  would  form  a  grand  avenue  to  the  mouth  of  the  proposed 
tunnel,  and  thence  to  the  depots  of  the  New  York  and  Boston  lines  in  your 
city.  That  these  lines  will  be  completed  may  be  looked  upon  as  a  fixed 
fact,  as  it  is  quite  evident  that  the  general  prosperity  of  the  country 
demands  them. 


¥ 


14 

If  tho  Great  Southern  in  not  built  by  a  new  company,  it  is  very  likely 
that  it  will  be  by  the  Great  Western.  Collisions  are  already  more  frequent 
on  Lake  Erie  (the  channel  of  communication  marked  out  by  nature)  than 
on  any  singlo  track  Railway,  and  tho  time  is  not  far  distant  when  there  will 
bo  more  than  two  single  lines  between  the  Niagara  and  Detroit  Rivers,  and 
the  question  is,  will  the  main  terminus  be  at  tho  Stupension  Bridge  or 
jOufalo? 

No  other  company  can  work  the  Brantford  Railway  with  so  much  advan- 
tage to  themselves,  or  benefit  to  Buffalo,  as  the  Great  Western ;  and  I 
would  not  bo  surprised  to  see  this  line  fall  into  their  hands.  Should  this 
be  tho  case,  the  traffic  between  tho  east  and  the  west  would  immediately 
upon  tho  completion  of  the  proposed  work,  take  its  own  legitimate  course , 
and  Buffalo  would,  for  all  coming  time,  maintain  her  true  position. 

Most  respectfully, 

Your  obedient  servant, 

WILLIAM  WALLACK 


k- 


HIT* 


